Train-controlling mechanism.



R. T. & F. T. JONES.

TRAIN CONTROLLING MECHANISM.

APPLICATION FILED 00w. 7. 1910.

Patented Nov. 28, 1911 BSHEETS-SHEET 1.

Q a monds (M 024,1 2 gmu/ R. T. & F. T. JONES.

TRAIN CONTROLLING MECHANISM.

' APPLICATION FILED OUT. 7,.1910. I v 1,010,372. Patented N0v.28, 1911.

2 SHEETS-SHEET 2.

atfmeqm UNITED STATEs TENT OFFICE.

new g2. um um remix 1*. JONES. or summons, MARYLAND1 ASSIGNORS T can Jon-fies SAFETY mum con'rnon srs'rml coxrsmr, or mmmenn, mum

LAND, L CORPORATION OF -IABYLAND.

I'm-CONTROLLING IECHANISM.

Specification of Letters Patent.

Patented Nov. 28, 1911.-

lo rlll l'o. 2,988. Divided and this application filed October 7,

mo. flerhl I0. 585,742.

To all wlwm it may comm: v

Be it known that we, RICHARD T. JONES and FRANK T. Jonns, citizens of the United States, residing at Baltimore, in the State 5 of Maryland, have invented. certain new and useful Improvements in Train-Controlling Mechanism, of which the following 1s -a specification.

This invention relates to an improved controlling mechanism for railwa trains and has particular reference to a evice of this character which shall be automaticin its operation and actuated through the mstrumenta-lity of, an arrangement of electrical circuits.

One object of the invention. is to-provide an improved signal-operated mechanism on the vehicle whereby to give audible and visual warning signals to the engineer as the vehicle approaches a block which is already occu led by strain.

\ Anothero ject is to combine the signal mechanism with a mechanism for automatically applying the air-brakes if the engineer disregards the warning signal and attempts to tnlie his train into an occupied block.

A further object is to provide means for resetting lhe warning signal mechanism upon the automatic operation of the brake controlling device, whether the brakes'a're thereby applied or not, it being possible that'between the time the Warning signal is given and the momentvwhen the air-brakes would be applied, the block may become clear and in such instance the brakes would not be applied.

With these and other objects in view the invention is illustrated in the accompanying drawing in which,-

Figure 1 is a diagrammatic view of a portion of a trackwny and also of the devices and circuits on the vehicle for controlling signals thereon and for actuating the airln'alces,--thc signal devices being shown in the operated )osition. Fig. 2, is a diagrammatic view 0 the truckwz y showing a plurality of blocks thereon and the rail sections and circuits employed to control the signal and brake actuating devices on the vehicle. Fig. 3 is a view similar to that shown in Fig. with the exception that the position of the vehicle is such as to put the air-brake controlling devices in the operated position.

Fig. 4, is a sectional detail of the air-valve trip device and the connections between the same and the speed-indicator casing. Fig. 5, shows a sectional elevation of the indicator casing and also shows the hinged door and devices actuated by the movement of the door for setting the air-valve trip, and Fig. 6, is a sectional detail through the cover of the indicator housing and shows the locking flange and swinging arm to engage the same.

The present invention'is fully shown and described in our pending application for patent filed May 23rd, 1910, Serial Number 562,986 of which the present application is a division.

Referring to the drawings by numerals, 1, designates one of the rails and, 2, the other rail on which the vehicle travels and which are arranged'in blocks, 3, and, 4, by means of suitable insulations, 5. Short rail sections, 6, and, 7, respectively are provided at the side of the rails and at spaced'apart intervals,--the latter being substantially at the exit end of the block and the former nearer the entrance end thereto. These rail sections are preferably arranged parallel with the rails and to the outer side thereof and in the present instance the section. 6, has position farther from the rail. 1, than the section, 7, it being desirable that said sect-ions beout of line with each other, so that one contact on the vehicle may-engage one series of sections, 6, while another contact, also on the vehicle may engage the other series of sections, 7. In the present instance each block is provided with a source of electrical energy at its exit end, such as batteries denoted by the numerals, 8, and the] poles of which are connected to the two ral s.

Each rail section, 6. is in electrical connection by means of a wire, 9, with a contact plate. 10, and an armature, 11, is pivoted so that its free end may be moved into contact with said plate. 10. through the action of an electroqnagnict, 12, when the hitter is erence to Fig. 2, it

.the operation of the electrical communcation with something in the block ahead which Wlll indicate the presence of a train therein.

By reference to Fig. 2, it will be seen that a wire, 16, extends from the entrance end of rail, 1, of block, 4, back to and connects with the warning magnet, 12, in block, 3, and that a wire, 17, extends forwardly from the outer side of said magnet, 12, to and connects the entrance end of rail, 2, in said block, 4. It will thus be seen that if block, 4, were clear, a circuit wouldbe completed from one side of battery, 8, by rail, 1, wire, 16, to magnet, 12, thus energizingthe latter and attractin the armature, 11; then by wire, 17, to rail, 2, of said block, 4, and back to battery, but as there is a vehicle, 18, in

block, 4, the circuit from battery, 8, of that block is from battery to rail, 1, through axles of vehicles to rail, 2, and back to battery, thus wires, 16, and, 17, are short-circuited and magnet, 12, is deenergized at such times and armature, 11, will drop away from contact,10, so that rail section, 6, will be entirely cut-0d from battery, 14.

At the exit end, each block is provided with a. rail-section, 7, to control the air valve on the vehicle ,to apply the brakes in case the block immediately ahead is occupied by a vehicle or train. Each rail section, 7, is connected by a wire, 19, to a 20, with which an armature, 21, makes contact when attracted by magnet, 22. A battery, 23, is -connected to the armature b wire, 24, and a wire, 25, connects the other side of the battery, 23, with rail, 1. By retwill be seen that magnet, 22, is included in the circuit that also energizes magnet, 12, and consequently both of said magnets are denergized at the'saine time when a train enters block, 4, and will be energized when said block, 4, is clear. The reason for this is that both rail sections, 6, and, 7, have to do with the conditions in the block ahead and are thrown into circuit with batteries, 14, and, 23, respectively in case the block ahead is clear so as to prevent warning signals and the application of the air-brakes on the vehicle when the contacts on the vehicle brush over said rails,

- by picking up,-as it were, a current from the batteries, 14',

cuits on the vehicle.

By reference to the diagrammatic Figs. 1 and 3, it will be understood that the numeral, 26, designates the wheels of the vehicle and, 27, the axle thereof. An air-signal pipe, 28, is provided on the vehicle at any convenient location and has a valve, 29, and a signal arm, 30, that is carried on the contact plate,

as will presently be described,-

and, 23, to maintain the cirsaid valve. This arm, 30, also serves as an armature? for an electr c-magnet, 31, which,

as'long as it is kept energized, will keep the arm or armature in the safety position against the core of the magnet. An air whistle, 32, is also connected to the casing ofthe valve, 29 so that when the armature is dropped to the danger position the whistle will sound and thus give an audible signal to the engineer as "well as a visual signal. These two signals are maintained in the safety condition by a circuit normally on the vehicle that maintains the magnet, 31, in an energized condition, This circuit ineludes battery, 33; wire, 34; plate, 35; contact shoe, 36; wire, 37; magnet, 31, then by wire, 38, to axle, 27, wires, 39, and, 40, to contact plate, 41, and then to plate, 42, and wire, 43, back to battery, It will thus be seen that when shoe 36, and plate, 41, are in the normal pendant position, as in Fig.- 3, they are in contact with plates, 35, and, 42, consequently the signal circuit will be maintained and magnet, 31, will be kept energized.

The vehicle travels over the rails, 1, and, 2, and the contact shoe, 36,

is located on the I vehicle so it may depend therefrom and sun: l

cessively wipe over the rail I various blocks. During the travelottheiyehicle between the rail sections, 6, the normal sections, 6, in the I signal circuit will be maintained ftomzbat tery, 33, but when the shoe, 36, wipes over a rail section, 6, the normal signal circuit will be interrupted and anothercircuit mustbesubstituted or the magnet, 3-1., will become deenergized andtallow arm, v3O, to drop thus giving the danger signal; It has heretofore been explained that if the block ahead is clear, track magnet, 12', will be energized and armature, 11, will throw rail section, 6,

in a circuit with battery, 14-, therefore if-the block ahead is clear'when the shoe, 36, reaches rail section, '6, the normal signal circuit on the vehicle from battery, 33, may

be interrupted but simultaneously therewitha circuit from battery, 14,

or prior thereto, will bevsubstituted and will be from said battery by wire, 15, to armature, 11; con tact, 10, wire, 9, to rail section, 6,; then by shoe, 36, on vehicle; wire, 37 to magnet, 31,

to keep the latter energized then returnby wire,'38, to axle, 27, wheel, 26, to rail, 1, and from said rail by wire, .13, back to a battery, 14, so as to hold the signals on the vehicle in the safety position until. shoe, 36,,passes oftrail section, 6', and resumes its normal position against contact 35,50 as to restore the normal'signal circuit on the vehicle; on the other hand if the block ahead is occupied by a vehicle the magnet, 12, will be gized and armature, 11, will drop away from contact, 10', thus'cutti'ng out rail from battery,.-14, therefore when the cousections, 6,

deinerrail section, 6, therewill be no substitute circuit to take thev place of the normal signal circuit and magnet, 31, on the vehicle will become deenergized and let armature, 30, drop and whistle, 32, will sound.

In addition to the warning signals just described the invention makes use of an airbrake applying mechanism thatoperates to apply the brakes if the engineer fails to stop his train, or proceeds toward the block already occupied above a low rate of speed will now be explained- An air pipe, 44, is provided at a-co'nvenient point on the vehicle which communicates with the air-brake mechanism and a valve casing, 45, is provided in said. pipe so that the stem, 46, of a valve in said casing may project on the exterior and carry a lever,-17. An arm, 48, is also provided on the alve stem and carries a weight, 49, which constantly tends to move the valve to the position that would cause an-operation of the brakes. The lever, 47, of the valve has an offset or right-angle projection, 50, which is engaged by a lug, 51, on the pivotcnd of an armature or trip, 52,-the free end of which latter is held normally by an electro-magnet, 58. This magnet, 53, is kept energized normally by a circuit on the vehicle which shall be termed the brakecircuit hereinafter to be described.

The casing, 4-5, has a tubular extension, 54, at one side, see particularly Fig. 4, which connects with and opens into an indicator housing", 55. This housing is to contain a specddndicating device of suitable coustruc tion such as referred to in our pending application Serial No. 5012.698 filed June 17th, "L909, to effect an OPQI'filT'lOR otthe brakes on a train that approaches or enters block already occupied by a train at :1V rate oii speed greater than a. predetermined speed that is considered sale. To this end the said indicatingdevice has a central revoluble shaft. 516, which carries a contact arm, 57, that is swung in one direction as the speed of the vehicle is increased and is moved in a reverse direction as the speed of said vehicle is decreased.

By reference to Figs. 3 to 6 of the drawings it will be seen that this housing has two segmental contact plates, 58, and, 59, respectively over which the contact arm, 57, may swing. These plates are insulated from each other and included in ditier cnt circuits as will presently appear. The purpose of this housing and the immediate devices associated therewith is to require the engineer to bring his train to a full stop before brakes. atter'an automatic pplication. can be released, as set forth and claimed in our said divisional application Serial Xumher 562.986. and while these devices will he explained herein they arcmade the sub-- B5 ject of claims in said pending application.

The housing, 55, of the indicating devioe\ is provided with a cover or lid, 60, which is hinged at, 61, to the housi so'that it may be swung open when desire A glass plate,- 62, is rovided in the cover so that the location 0 the contact arm may be viewed while the cover is closed. This cover is provided with a lever or arm, 63, that extends downwardly into the housing and has position adjacent the end of the tubular extension, 54:, as clearly seen in ,Fig. 5, where it may contact with the up-turned end, 64, of a rod, 65, that extends through and is movable longitudinally in the said tubular extension, 54. Thisrod 65, engages a bolt, 66, at one end which projects into the valve casing, 45, and a spring, 67, encircles the bolt ahd keeps the latter yieldingly pressed toward the valve casing.

On the interior of the valve casing the stem, e6, carries ahead, 68, which latter is provided with a circumferential shoulder, 69, with which the bolt, 66, on rod, 65, engages, when the valve has been released and is in the operated position, and said bolt prevents the return rotation of the head, 68, to set the valve until the engineer complies with certain requirements,-one of which is that the train be brought to a step. In

order to carry out this idea we have provided the cover, 60, of the indicator housing with an annular. flange, 70, which has a slot or opening, 71, at one point only (see Figf 6) and on the end of the indicator shaft, 56, we mount anarm, 72, which like arm, 57, turns only with the said shaft. This arm, 72, extends toward and has its outerfree end projecting over the annular flange, 70, on the cover, so that when the vehicle is in motion said arm, 72, will project over the said flange and while so projected the cover can not be opened. When, however, the vehicle is brought to a stop the arm, 72, will project over the slot or opening, 71, as in Fig. 6, and the cover may then be swung open. During the opening of the cover the arm, 63, thereon will swing inwardly and against. the up-turned end, 64, of rod, 65, thus drawing said rod toward the indicator and withdrawing the bolt, 66, from beneath the shoulder, 69, on head, 68, so the latter may be returned with arms, 47, and. 48, to their normal locked position as in Fig. 1. In order to hold the arms, 47, and, 48, in the normal inoperated position the electro'magnet, 53, must be maintained in an energized condition.

By reference to Figs. 1 and 3 it will be seen diagrammatically, that a battery, 73, is carried on the vehicle and that a contact plate, 74, is connected by a wire, 75, with one side of said battery. A yielding contact shoe, 76, is also carried on the vehicle and depends therefrom so as to have position in a vertical plPf'c where it may wipe over the series of short rail. sections, as the vehicle passes the latter? in: c A wire, 77, connects the shin, 76, contact plate, 59, of the speed indicator with which the indicator arm, 57, in the present instance is shown in contact, thus indicating that the vehicle is traveling at a rate of speed above the predetermined speed at which: it is deemed unsafe to permit it to enter an occupied block.

The -indicator arm, 57, is connected by Wires, 78, and, 79, to one side of the electromagnet, 53, so that the electrical energy from battery, 73, may be conveyed-by wire,

75, plate, 74-, shoe, 76, wire, 77, arm, 57, andwires, 78, and, 79, to the magnet, 53. The other side of the magnet, 53, has-a wire, 80, that connects with. wire, 38; axle, 27; wires, 39, and,'8l, to a yielding plate, 82, contact plate, 83, and wire, 84, back to the other side of battery, 78. It will thus be seen that battery, 73, keeps magnet, 53, en

'ergized so long as shoe,-76, and yielding v pla te, 82, are in contact with plates, 74, and, 83, and'the arm, 57, is'on what might be termed the high-speed contact plate, 59. In case the indicator arm, 57, is in contact with low-speed plate, 58, indicating that the vehicle is traveling at a reduced speed and that it may'enter a block already occupied, a different circuitwill be formed to maintain the magnet, 53, in an energized condition,

which circuit for convenience in identification, may be termed a low-speed circuit, and includes battery, 85, wire, 86; low-speed contact plate, 58, arm, 57, that would under the stated circumstances be on plate, 58; wires,-78, and, 79, to magnet, 53, and wire,

. 87, back to battery. It will thus be seen that when the vehicle is traveling at a reduced or low-speed and arm, 57, IS on lowspecd contact, 58, the magnet, 53, will be kept energized no matter whether shoe, 76, and plate, 82, are in circuit with battery, 73, or not.

Suppose now thc'vehicle approaches an occupied block with the valve devices and speed indicator arm in the position shown in Fig. 1,--the shoe, 7 6, will wipe over rail.

section, 7 and be bowed orbent backwardly out of contact with plate, 74:,- and the circuit through magnet, 58,will be broken and the latter deenergized, consequently arm, 47, will drop and valve stem, 46, will be turned to eiiect an operation of the air brakes. The brakes must remain set until the valve stem is returned and this cannot be done until the vehicle comes to a stop and the arm, 72, registers with slot, 71, in the cover flange, because the cover cannot be opened to retract the bolt, 66, from engagement with the head, 68, on the valve stem. I It will thus be seen that the engineer cannot release his brakes until his train is brought to a stop and consequently cannot proceed regardless of the ol ers ture, 21, contact, 20, and wire, 19, to r ch section, 7; then y shoe, 76, wire, 77', hi nspeed contact pl te, 59, indicator arm, wires, 78, and, 79, to magnet, then from magnet, 53, by wires, 80, and 3S, axle, 27, and wheel, 9.6, to rail, 1, and from said rail, 1, by wire, 25, back to othei: side of battery, 23, thus completing the circuit. it will therefore be seen that magnet, is kept energized when the block ahead is clear by substituting a rail circuit, while the normal circuit is interrupted because of the bowing of the shoe, 76.

In case it is desired to employ two engines on a train some means must be pro vided to prevent the operation of the brakes r on the second engine because of the pres ence of the first engine in the block and to eliect this We provide wires, 88, and, 89, and a switch, 90, which when the switch is closed effects a shunt around the indicator 2- too provided onthe vehicle, and that a pipe, 92, extends from sa1d,reservo1r to a point adjacent the tubular extension, 54, and is provided with a valve, 93, having a lever, 94.

The tubular extension is provided with a slot, 95, and a member, 96, is carried on the rod, 65, that extends through the tube and, said member engages the lever, 94, of the air-valve, 98, so that the movement of the rod may be utilized to actuate said valve. it will therefore be seen that if the rod, 65, is given a longitudinal movement as the cover, 60, of the speed-indicator is opened, such movem'ent will be imparted to the lever, 94, and open the valve, 93, sufiiciently to allow air from the reservoir, 91, to pass.

Beyond the valve, 93, the pipe, 92, terminates at a point in close proximity to the valve casing, 45, and said pipe carries a126 small plunger, 97, which is driven outwardly by the air that is admitted'behind it when the cover, 60, is opened and the rod, 65, ismoved thereby. This plunger,97,

forms a stop for arm, 47, sothatsaid arm 130 will rest thereon when it is in the lowered or opcratcd position. If therefore, after the train has been stopped by the operation otthc air brake valve referred to herein, and it is desired to reset the valve; the engineer may open the cover of his indicator which causes air to pass from reservoirs, 91, to plunger, 97, and by driving said plunger outwardly will throw the levers, 47, &8, and trip, 52, back into place and the magnet, 53, will at once attract the trip, and hold the devices in the reset condition. The signal arm, 30, is reset in a very similar manner in that an air pipe, 98, from the reser voir, 91, has a valve, 99, which is automatically actuated each time the shoe, 76, rides over a rail section. 7, and permits air to pass 'through pipe, 100, to a plunger, 101, on

which the operated signal arm rests. In the case of the signal, however, it will be seen that each time the shoe, 76, is bent a blast of air will be admitted from reservoir, 91, through pipes, 98, and, 100, to plunger and the signal arm, if down, Will be thrown up and held by the electro-magnet, 31, until released by the signal shoe, 36, breaking the circuit.

It will thus be seen that the signals are actuated by the movement of the shoe, 86, and are reset by the movement of contact shoe, 76, of the air-brake device.

A wire, 10?, extends from contact plate, 59, to a contact, 103, so that in case the speed indicator should become disarranged the arm, 57, may be retained in contact, 103, and the current from contact plate, 59, will pass by wire, 102, to arm, 57, to wire, 78.

il-laving thus described our invention What we claim and desire to secure by Letters Patent is,-

1. ln a train controlling mechanism the comhi-lation with a wheeled vehicle having an cle .:tro-n1agnct, of a signal device on the vehicle; a contact shoe; a circuit normally including the clcctronmgnet and contact. shoe to hold the signal in one position until released by the contact shoe; a second contact shoe, and means actuated by said second contact shoe for resetting the signal device.

2. in a train controlling mechanism the coml'iination with a wheeled vehicle having a. contact shoe, of an elcctro-magnet; a circuit normally including said shoe and magnet: a signal in the vehicle and normally maintained in the inopcrated position by said clectro-magnet and released upon the deencrgization of said magnet; an air pipe having a valve; a second shoeop'crativcly engaging said valve to allow air under pres sure to pass therein and means adjacent the signal device and comh iunicatinn with said air pipe to reset the signal.

3. In a train controlling nlci'rhanism the combination with a wheeled vehicle ha\' 1 an air-brake valve. of an electronnagrnet on the vehicle to control the said valve: a cortact shoe also on the vehicle; a circuit including the contact shoe. and magnet: a nal device also on. the vehicle: an electromagnct for holding said signal in the satiety position: a second contact shoe on the vchicle; a second circuit im' ludin y said la"ter magnet and contact shoe and means actuated by the first-named contact shoe for resetting the signal device.

4. Tu a train controlling mechanism the combinat on with a wheclcd vehicle having an air-brake valve, of an clectro-magnct on the vehicle to control the said valve: an air brake contact shoe also on the vel'iiclc; a cir cuit including" the hralte contact shoe and magnet: a signal device also on the vehicle; an electro-magnct for holding said signal in the safety position; a signal contact shoe on the vehicle: a second circuit including said latter magnet and signal shoe: and pneu" matically-opcrated means actuated by the air brake contact shoe to reset the signal device.

5. In a train controlling mechanism tin: combination with a wheeled vehicuj. having a contact shoe. of an electro-magnet: a civcuit normally includinr said shoe and mag net: :1 signal on the vchiclc. which is nor:- mally maintained in the inopcrzdcd position by said 6l0(tI()-lllfl 1l1tl' and to be released upon the de'cncrgization of said magnet; an air-brake valve'also on the vehicle: a. second contact shoe; an electro-magnct for control ling said air-brake valve; av circuit including the second contact shoe and the air-brake magnet; an air storage reservoir on the vehicle: a pipe from the reservoir and lead-- ing to the said signah---said pipe having a valve therein to coact with. the said second contact shoe to permit the pzssage off air when the shoe is operated; means operated by pressure from said pipe to reset the Sig nal; another pipe from the air reservoir and terminating adjacent to the air-l raltc valve and means operated by the air pressure in said latter pipe to reset the air brake valve.

In testimony whereof We aliix ou' signatures in presence of two witnesses.

RICHARD 'l. .lfilx llirl. FR A K T. JON l? S.

CHAS. B. hlANN. 

